Slide valve engine



Feb. 28, 1933. y G. P. BERRY 1,899,743

SLIDE VALVE ENGINE Filed De. 13, 1928 4 Sheets-Sheet l @Hoz mmf G. P. BERRY 1,899,743

SLIDE VALVE ENGINEv Filed nec. 1:5, 192e 4 sheets-sheet 5 Feb. 28, 1933.

G.P.BERRY SLIDE VALVE ENQINE Feb. 28, 1933.

Filed Dec. 13, 4 Sheets-Sheet 4' 45 stroke.

Patented' Feb. 2e,v 1933 i UNITED s TATEsj PATE/NT OFFICE GEORGE I. BERRY, OF-DETROIT, MICHIGAN, ASSIGNOR TO GENERAL MOTORS RESEARCH CORPORATION, OF DETROIT, MICHIGAN, A CORPORATION OF DELAWARE sides in certain improvements in Jthe shaping SLIDE vALvE ENGINE Application led December 13, 1928. Serial No. 325,881.

This mvention relates to. interna-l combusg tion englnes of the sllde valve type, and resides 1n certain new and useful improvements in or relating to the valves and valve trolling both'of the ports ineach cylinder,

although I apprehend that certain of the principles employed are susceptible of appli- Vcation toengines provided with specifically different types of valve mechanism, an'd reof the valve ports and the arrangement of the .valve ports with relation to the cylinder ports and the valve operating mechanism, whereby the etliciency of the engine is increased.

Another` and an important.k feature of my invention, although Shown in connection with an vengine of the type described above` I apprehend is not limited to such la restricted use, and resides in certain improvements in or relating to the lubricating 'systems of internall combustion enginesl and. particularly, the1 means for lubricating the valves and valve operating mechanism of a slide valve engine. l

In the accompanying drawings and the following specificationgthere is shown and described an internal combustion engine of the slide valve type in which are incorporated the heretofore-mentioned and other features of my invention.

lIn the drawings:

Figure 1 is a side. elevation. with parts broken away and in. section. of an internal combustion engine of the slide valve type.

vFigure 2 is a section,v on the line 2--2 of Figure 1, showing one oi: the valve cross! heads at substantially the upper end of its Figure 3 is a fragmentary section. similar to Figure 2. but-'showing the valve crosshead at substantially the lower end of its stroke.` l i Figure 1 is a view, with parts broken away and removed,'but mainly in section on the line 4-4 'of Figure 1, of the engine shown in the preceding figures.

Figure 5 is a view, with parts broken away and removed, but mainly in section on the line 5 5 of'Figure 1, of the engine shown in the 4preceding figures.

Figure 6 is a fragmentary section taken on the line 6-6 of Figure 1.

Figure 7 is a fragmentary transverse sect-lon through an' engine similar to that shown in the preceding figures but in which is incorporateda modified form of valve lubril eating apparatus.

Figure 8 is a view showing 'a pair of the slide valves in superposed and registering relation and illustrating the relation between a portion of the valve lubricating4 apparatus shown in Figure 7 and the valves at a certain period in their operation.

In Figure 9, views A and B are enlarged more or less dlagrammatlc fragmentary verticalsections, taken on the line A'-'A and the line B-B, respectively, of Figure 1,

at the moment the exhaust port through the cylinder head and the cover plate is being opened by the valves. l

In Figures 10-14, views A and B are similar to views A and B, respectively, of Fi 1re 9, but are taken:

In' igure 10, at the moment the exhaust port is fullyopen;

In Figure 11, at the moment the exhaust' port is closing, and the intake port ppenin In Figure 12, at the moment the linta (e port is fully open;

In Figure 13, at the moment the intake port i is closing and;

In Figure 14, at ing occurs.

Referring particularly to lFigures 1 to 6 of the drawings,the reference character 20 indicates an internal combustion engine of the multi-cylinder, four-stroke .cycle type which includes a cran-kcase 21 which opens at its lower side into an oil sump 22. Seated on and suitably secured to the crankcase is a cylinder block 23 having therein a pluthe moment at which lirrality of water-jacketed cylinders 24 which l open at their lower ends into the crankcase.

In each ofthe cylinders is located a piston .25 to which is connected in anyV suitable manner the upper endof a connecting rod Journalled in bearings 27 in the crankcase is l the crankshaft 28 on which are formed cranks A .cylinder block. The wall of the head on the side thereof onwhich the lip 32 is located is y'formed to present a plane, inclined outer surface 33 of which the outer surface of the.

lip forms a part. In the head 31, there are provided a pluralityof combustion chambers 34 of which each opens into the upper end of one of the cylinders. Through the inlc'lined Wall of the head and into each of the combustion' chambers extend a circular intake port 35 and a circular exhaust port 36 arranged side by side with the intake port. In order to attain simplicity in manifolding, the intake' and exhaust ports in the odd-number'cylinders are disposed in the reverse order longitudinally of .the engine from those in the even-number cylinders. Each of the ports is preferably counterbored from its outer end to receive a sealing piston 37 of the type shown in Figures-1 to 4 of the application of (ireor A. Hallet, S. N.

314,240, filed AOctober 22nd, 1928. The head 31, and the lip 32 are, as shown in the drawings, provided with channels 38 and 39, respectively, for the passage of cooling water. The partition members 40, which are secured to the outer surface of the Wall 33, and the cover plate 41, which is secured to the partition members, deiine with the wall 33 a plurality `of valve compartments 42'into each of which open the exhaust and inlet ports of one of the cylinders. The Aupper ends ofthe compartment 42 are closed by. a capmember 43. Through the cover plate 41 extend intake and exhaust, passages 44 and 45, respectively. Eachof the exhaust pas-- .sages 45 is axially aligned'with and 'forms a continuation of one' of the exhaust passages 36 in the cylinder head. Each of the intake passages 44 is axially aligned with and forms -a continuation of one of the intakepassages 35 in the cylinder head and is siamesed at its outer end with the adjacent intake passage in the cover plate, so that, 'as shown in the drawings, a single branch of the. intake l' 4manifoldl serves two cylinders. A .channel 46, which extends longitudinally of the en'- gine, is provided in the-'cover plate for the "passage of cooling water.

In each of the 'compartl'nents 42, seated on the-wall 33,'and `guided lietween'the partition' members is a flat-slide valve 47'. SeatedV on the outer surface of the inner slide valve and on the i-nner wall of the cover plate 41,

andalso guided lby the partition members 40, is a flat outer slide valve 48. Throughthe inner valve 47, and so located that they will be brought'upon rcciprocation of the .valve periodically into registration with the intake passage 44-35 and with v'the exhaust passage 45-36, respectively, extend laterally' ly into registration with the intake' passage -44-35 and the intake port 49, and with the 'exhaust passage 45-,36 and the exhaust port 50, respectively, extend laterally and longitudinally spaced 'intake and exhaust ports' 51 and 52, respectively.

- It will be noted that the'side edges of each of the ports 49, 50, 51 and 52 aredefined by straight lines parallel to7 the direction -of movement of the'valve and spaced apart` a distance equal to the diameter of the circular ports in the cylinder head. and cover plate and that one end edge of each of the ports is defined by a straight line perpendicular to v the direction of movement of the valve. The other end edge of the port 51 is also defined by a' straight line parallel to the first-mentioned end edge and at a distance therefrom equal to the diameter of the intake port in the cylinder head or cover plate. The other end edge of each of the ports49, v50 and 52, i. e. the upper end edge of each of the ports 49 and 50 and the. lower end edge of the port 52, is defined by an arc of a circle Whose diameter is equal to that of the corresponding port in the cylinder head or coverplate a'nd which is tangent to a line drawn parallel tance therefrom equal to the diameter of the port in the cylinder head or cover plate.

The reasons for and the advantages of thus peculiarly shaping the valve ports -will be apparent after the mannerv in which the valves are operated to open and close the passages through the cylinder head and cover plate has been described.

On'the lower end of each f the valves,

vthere is formed a tongue or ear 53v to which is secured afbracket 54 which is pivotally", connected yto a member 55 by means .of a

pin 56 extending longitudinally of the engine'. The member' 55 is, in turn, pivoted to' the upper end of a hollow, cylindrical cross-.

head 57 by means of pin 58 extending transversely of the engine. To an intermediate portion of the crosshead, thereis pivoted, by

means of. the pin 59, the upper end of a connecting rod 6 0 which extends downwardf ly therefrom and is connected in any suitable manner to one of the cranks 61 on the eccentric' shaft 62. The eccentric shaft 62 is jourof the valves of each pair of cylinders are formed in a single casting 67 which is secured to the cylinder block by screws 68.

The eccentric shaft 62, connecting rods 60,V crossheads 57, and crosshead guides 66, it will be noted, are all located in a compartmentl 69 whose bottom wall 70 is troughshaped and is formed `integral with the crankca-se and serves to separate the compartment 69 from the main crankshaft compartment. The outer lateral side of the compartment 69 is normally closed by cover plates 71 which are removable to allow access to the compartment.

During the operation of the engine, the force of the explosions in the cylinders 24 will cause rotation of the crankshaft 28 which, by reasonlof the connection between the crankshaft and eccentric shaft, will cause rotation of the latter. Rotation of the eccentric shaft will cause, through the intermediary of the connecting rods andthe crossheads, relative reciproeation of the out er and inner valves of each pair so as to open and close the intake and exhaust ports in the cylinder head to the intake manifold and exhaust manifold, respectively, at the proper moments to insure proper functioning of the engine. For reasons which will be apparent from the -following description of the operation of the valves of one cylinder, it 'is preferred to operate the valves so as to cause them to open and close the ports in the manner illustrated in Figures 9 to 14.

From Figure 9(A), in which it is 4shown that the exhaust is opened by moving the upper edge of the exhaust port in the inner valve upwardly over the lower edge of the exhaust port in the cylinder head, and from Figure 11(A), in which'it is shown that the exhaust port is closed by moving the lower edge of the, exhaust port in .the outer valve upwardly over the upper ed e of the exhaust ort in the cover plate, 1t will be seen 4 that,

yreason. of the arcuate contour of the upperedge of the exhaust port in the inner valve, and the arcuate contour of the lower edge of the exhaust' port in the outer valve, a substantial increase in the effective area of the exhaust opening durin the exhaust period is effected, and the s arpness lofthe opening and closing action increased without changing either the time of opening or closing of the port and without increasing the area of the ports in the cylinder head and cover plate. From Figures 9, 10 and 11, it will be clear that the 'intake port in the cylinder remains closed durin the entire exhaust period so as to efectua ly prevent the discharge of. exhaust gases into induction system. From Figure 11(B), in which it is shown that the intake port is opened by moving the upper edge of vthe intake port in the outer valveupwardly over the lower edge 'of the intake port. in the inner valve at the same time the lower edge of the intake port in the inner Valve is moved downwardly over the upper edge of the intake port in the outer valve, and from Figure 13(B) in which it is shown that the intake port is closed by mov- A ing the upper edge of the intake port in the inner .valve downwardly over the lower edge of the intake port in the cylinder head, it will be seen that, by reason of the fact that the intake period commences when the up r edge of the intake port in the outer va ve and the lower edge of the intake ort in the inner valve are located 4substantially in the plane of the axis ofthe intake ports in the cylinder headand cover plate, and, by reason of the arcuate contour of the upper edge of the intake port in the inner valve, a substantial increase in the effective area of the intake port during the intake period is eEected and the sharpness of the opening and closing action increased without changing either the time of opening or closing of the port and without increasing the area of the ports inthe cylinder head and cover plate. In Figure 11, it is shown that the exhaust port opens at substantially the same time the intake port closes and, from Figures 11, 12 and 13, it will be seen that, during all of the time that the intake ort is open the exhaust port'is closed, an that, during most of this time, the outer valve considerably overlaps the edge of the exhaust port in the cover plate so as to effectually prevent suction being applied to the exhaust manifold. .From Figure 13, in which the valves are shown in the ositions in which they are located shortly a ter the be innin of the compression stroke, it will be o serve that, at the same-time the intakeport is I closed by theinner 'valve' and before the lower edge of the exhaust port in the outerl valve moves downwardly over they upper edge of the exhaust port in the cover plate, the upper edge of the exhaust port in the inner `valve moves downwardly over the noted that both of the ports in the cylinder' head are closed by the inner valve, that both of the ports ofthe inner valve are at thls time located below the ports in the cylinder ,10. at its greatest distance head, and that at this time the inner valve is at approximately bottom dead center. This position of the inner valve at this time insures that, since neither of the ports ofthe inner valve is in registration with a port in the cylinder head, none of the gases in the cylinder can leak out between the valves, and furthermore, since the point of connection of the operating mechanism to the valve is from the ports in the cylinder head, the portion of the valve against which the sealing pistons 37 bear will be affected to a minimum extent by any lateral movements which may be imparted to the valve by the operating mechanism and,-

therefore, that the seal effected between the sealing pistons and the inner valve will be much more nearly perfect', than it would be if a lower part of the valve were in registration with the ports in the cylinder head when the explosion occurs.A

Referring again to Figures 1 to 6 of the drawings, it will be seen that there is located in the oil sump 22 a pump casing 78 in which are located two gear-pumps, 79 and 80, op-

erated by a single shaft 81 whichis driven 70 from the eccentric shaft through the gears 82 and 83. Both of the pumps are arranged to withdraw lubricant from the supply maintained in the oil sump 22. The pump 79 is of the high pressure type and has connected to its discharge side a conduit 84 which extends from the pump to theopposite end of the engine. From the conduit 84:, there extend branches 85 which conduct lubricant to each of the crankshaft bearings 27 and branches 86 which conduct lubricant to each of the intermediate eccentric shaft bearings 63. Interiorly of each of the bearings 27, there is formed an annular groove 87 through which oil from the conduit 85 is circulated around the bearing. The crankshaft is drilled out, as indicated at 88, 89 and 90, to provide bores for .conducting lubricant from the bearings 27 to the connecting rod bearings 30. There are also provided at the opposite ends of the engine bores 91 extending through webs in the crankcase and adapted to conduct lubricant from` the annular grooves 87 in the end bearings 27 of the crankshaft to the end.

bearings 63 of the eccentric shaft.

The pump 80 is of the low pressure type and has connected to its discharge side a conduit 92 which opens at its opposite end into a bore 93 in a web in the crankcase. The bore 93 opens through the upper side of the crankcase into a conduit 94 which, in turn, opens into a manifold 95 extending longitudinally k of the engine at approximately the level of the center of the crosshead guides 66. Surrounding the manifold oppositeeach adjacent pair of crosshead guldes and secured to the manifold and to the guides is a member 96 having therein bores 97, each of which communicates with the interior of the mani- I fold and with an upwardly inclined bore 98 27 through the annular groove 87, whence.

from the intermediate bearings it Hows through the passages 88, 89 and 90 to the intermediate connecting rod .bearings 30, and whence from the end crankshaft bearings a portion of it flows through the passages 88, 89 and 90 to the end connecting rod bearings and passages ings 63.

tric shaft bearings 91 to the end eccentric shaft bear- The excess lubricant from the eccenoverlows into the trough .During the operation of the engine, the

the'

a portion of it flows through the low pressure pump 80 withdraws lubricant from the oil sump 22 and discharges it into the conduit 92, whence it passes through the passage 93 and the conduit 94 to the manifold and a certain amount ofvit works in between the crossheads and the crosshead guides and lubricates these bearing surfaces. From the manifold 95, each time one of the crossheads reaches its bottom deadl center position and uncovers the corresponding opening 98, a volume of lubricant is squirted onto the lower end of the corresponding valve and during the following reciprocatory movement of the valves a pgtion of it 1s distributed over their bearing rfaces. The excess lubricant drips of the valves' onto and lubricates the bearings guide 66 and the upper connecting rod bearing 59. flhe excess lubricant from these bearings falls into the trough 70. p The lubricant overowing from the eccentric shaft bearings 63 and the lubricant driping from the valves will form, in the trough 0, a pool whose level is maintained substantially constant by an overflowl openlng through which the excess may be returned to the oil sump 22. Into the pool of o1l 1n the trough 70, the lower eccentric shaft connecting rod bearings will dip upon rotat1on of the eccentric shaft and thus be supplied wlth lubricant. f

Several of the advantages of the engine hereinbefore described may well be mentioned here. The use of crossheads and crosshead guides 0f the before described eliminates any lateral strain on the valves or lateral movement on the part of the valves due to connecting rod moveconstruction herein-- ment and thereby eliminates breakage of valves and admits of better port sealing and, furthermore,l provides a construction in which, as is evident, the very important feature of a means to supply a measured and definite supply of lubricant to the valves may be incorporated. By providing the universal -oint type of connection, hereinbefore'de- ,scri ed, between the crosshead and the valve,

strain on the valve, due to slight inaccuracies in the dimensions of parts or in the path of the crosshead, is prevented. The provision of the wall 70, which separates the compartment 69 from the main crankshaft comartment, prevents oil from the sump 22 be- 1ng splashed on the valves, which would render ineffective the hereinbefore described means for supplying a measured amount of lubricant to the valves.

The engine shown in Figures 7 and 8 is similar to and operates in the same manner as the engine shown in the other figures with the exception of the apparatus for lubricating the valves. In Figures 7 and 8, this ap paratus includes a closed conduit 100 extending the entire length of the en ine, or a plurality of closed conduits 100 eac extending a portion of the length of the engine, located in a rabbet 101 formed in the lower inner edge of the cover plate 102. From the discharge side of the lowpressurelubricant pump in the oil sump and opening into the conduit, or into each of the conduits 100, ex-

tends a ipe 103. i To conduct lubricant from the'con uit 100 to the valves 47 and 48, there is provided a discharge pipe 104 leadin from the conduit 100 to va oint substantia y on the median line of eac pair of valves, closely adjacent to the outer face 4of theouter valve, and at such a height that during the operation of the valves it will bein a position to alternately discharge lubricant on the outer face of one valve, on the outer face of the other valve, and then into the space between the tongues 53 on the valves, as illustrated inl FigureV 7. Flow of lubricant to the valves from the conduit l is accomplished by ravity alone, a suitable overow vdevice 105 ing provided to prevent pressure being'built up in the conduit 100.

The excess lubricant discharged on the valves drains onto and lubricates the bearings 56', 58 and 59 and the crosshead guide and the remainder, together with the-lubricant discharged from the overflow pipe 105,

drains i'nto the trouglh 70 where, with the oil overflowing from t e eccentric shaft bearings it forms a pool for the lubrication of the lower eccentric Ashaft connecting rod bearings. As in the engine previously described, there is provided in the trough 70 an overiow opening throu h which the lubricantrising above a pre etermined level in the l trogh 70 is returned to the oil sump 22.

though ,I have shown and described preferred embodiments of ray-invention, it'v 1. In an internal combustion en 'ne, a cylv vinder, a wall having therethroug adjacent circular intake and exhaust ports opening into the cylinder, a wall spaced from the firstmentioned wall so as to form therebetween a valve chamber and having therethrough circular intake and exhaust ports in axial align'- ment with the intake and exhaust ports in the first-mentioned wall, a 'reciprocating i valve through which extend a pair of ports y whose outer transverse edges are of arcuate contour mounted toslide in the chamber -adjacent the first mentioned wall, a reciprocating valve through which extend a.' pair of ports, one having an inner transverse edge of arcuate contour mounted to slide in the chamber adjacent the second mentioned wall and means to operate the valves so as to open the exhaust port by moving the outer edge of one of the ports in the first-mentioned valve over the inner edge of the exhaust port in the firstmentioned wall, to close the exhaust port by moving the inner edge of the second-mentioned port in the second-mentioned valve over the outer ed e of the exhaust port in the second-mentione wall, to open the intake port by simultaneously moving opposite edges of the other ports in the valves over each other when those edges are located intermediate the inner and outeredges of the intake ports in the walls andy to close the intake port by moving the outer edge of the last-mentioned port in the first-mentioned valve over the inner edge of the intake port in the first-mentioned wall.

2. In an internal combustion engine, a

crankcase, acrankshaftl journalled in bear.

in in the'crankcase, an eccentric shaft journa ed 1n bearlngs 1n the crankcase, connecting rods journalled on cranks on the eccentric y receive lubricant upon rotation of the eccentric shaft.

3. In@ an internal combustion engine, a crankcase, a crankshaft journalled in bearin in the crankcase, an eccentric shaft journa ed in bearings in the-.crankcase, connecting rods journalled on cranks on the eccentric shaft, a lubricant pump, means for conducting lubricantfrom the pump to the of the eccentric shaftbearings, means to conduct lubricant from the first-mentioned means to' others of the eccentric shaft bearings, a trough lpositioned beneath-the eccentric shaft bearings in such a position that is adapted to receive the overiow from the eccentric shaft bearings so as to form therein a pool of lubricant from which the connecting rod bearings are adapted to receive lubricant upon rotation of the eccentric shaft.

4. In an internal combustion engine, a reciprocating valve, means for operating said valve, including a crosshead' and a crosshead guide, and means associated with the crosshead and crosshead guide to supply lubri-` cant periodically to the valve.

5. In an internal combustion engine, a plurality of cylinders, a reciprocating valve for each cylinder, means for operating the valves, including a crosshead connected to each valve, means for guiding the cros'shcads and means for supplying lubricant periodically to each of the valves, including a lubricant manifold associated with the crossheads and crosshead guides.

6. In :an internal combustion engine, a reciprocating valve, and means to operate the valve, including a crosshead, a crosshead guide having therethrough an opening adapted to be uncovered by the crosshead each time it reaches the inner end of its stroke, a lubricant pump, means .for conducting lubricant from the pump to said opening so that when the opening is uncovered lubricant is forced therethrough onto a portion of the valve.

7. In an internal combustion engine, a .Y

crankshaft, a reciprocating valve, means to supply a metered amount of lubricant to the valve, and means to prevent lubricant being splashed by the crankshaft onto the valve.

8. Inl an internal combustion engine, a crankshaft, valve, a valve operating shaft, a high pressure lubricant pump for supplying lubricant to the crankshaft bearings and the valve operating shaft bearings, and a low pressure lubricant pump for supplying lubricant to the valves.

9. In an internal combustion engine, a pair of superposed relativelyreciprocating slide valves, and means for supplying lubricant to the valves, including a discharge conduit so located as to alternately, during the operation of the valves, discharge lubricant on one valve, then on the other valve, and then into a space occupied by neither of the valves.

10. In an internal combustion engine, a ycrank case, a crank shaft journalled in bearings in the crank case, an eccentric shaft journalled in bearings in thecrank case, connecting rods journalled on cranks o n the eecentric s'haft, valves connected to the connecting rods, a lubricant pump, means for conducting lubricant from the pump to the crank shaft bearings, means to conduct lubricant from the crank shaft bearings to certain of the eccentric shaft bearings, means to conduct lubricant from the first mentioned means to others of the eccentric shaft bearings,a;l second lubricant pump, means for conducting lubricant from the second mentioned pump to the valves, a trough positioned beneath the eccentric shaft bearings in such a position that it is adapted to receive the overflow from the valves and the eccentric shaft bearings so as to form therein a pool of lubrlcant from which the connecting rod bearings are adapted to receive lllllbitcant upon rotation of the eccentric s a Y 11. The combination of a reciprocating parta-nd a part to 'be supplied with lubricant,

of means to guide the reciprocating part, and means associated with the guide and the reciprocating part to supply lubricant periodically tothe part to be supplied with lubricant.

12. A fluid metering device which consists of a reciprocating part, a guide for the reciprocating part, and an opening in the guide adapted to be uncovered periodically by the reciprocating part and through which fluid is adapted tobe discharged.

13. In an internal combustion engine, a

valve casing, a reciprocating valve slidably mounted in the casing and of which a portion is adapted to be projected periodically from the casing, and means to discharge lubricant onto the portion of the valve when it is projected from the casing.

In testimony whereof I affix my signature.

GEORGE P. BEzRY. 

